Motion converting apparatus



Oct. 14, 1952 M. c. ROBINSON MOTION CONVERTING APPARATUS 4 Sheets-Sheet 1 Filed June 19. 1947 IN VEN TOR. Murzbe C. Poz'rzsarz. BY

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Oct. 14, 1952 Filed June 19, 1947 M. C. ROBINSON MOTION CONVERTING APPARATUS 4 Sheets-Sheet 2 INVENTOR. jfar/rzc'e C Faiz'rzsarz. BY

wan/mum MJ #Qq" Oct. 14, 1952 M. c. ROBINSON 2,613,551

MOTION CONVERTING APPARATUS Filed June 19, 1947 4 Sheets-Sheet 3 Oct. 14, 1952 M. c. ROBINSON 2,613,551

MOTION CONVERTING APPARATUS Filed.June 19.. 1947 4 Sheets-Sheet 4 INVENTOR. )favrzce apofiz'ns'on Patented Oct. 14, 1952 MOTION CONVERTING APPARATUS Maurice C. Robinson, Royal Oak, Mich., assignor to Chrysler Corporation, Highland Park, Mich, a corporation of Delaware Application June 19, 1947, Serial No. 755,612

3 Claims. 1

This invention relates to a mechanism for converting successive cycles of reciprocatory motion into movement in a first direction and movement in a second direction.

The invention will be described herein with relation to an automotive vehicle transmission control, which is a typical application of the invention. However, other uses for this type-of motion translating device exist, as for example, in a foot dimmer switch, customarily associated with the lighting circuit of a motor Vehicle.

Apparatuses for automatically changing speed ratio drives in motor vehicle transmissions have been developed. These apparatuses are usually responsive to driver signal as for example by throttle closing within predetermined vehicle speed limits to initiate a cycle including a change in transmission speed ratio drive.

These apparatuses provide a power member, such as a piston. and means to move the power member through a cycle such as reciprocation in a first direction and return in response to predetermined vehicle operating conditions. The associated transmission in which the change in speed ratio drive is to be effected in response to movement of the power member through its cycle is usually provided with a component in the nature of a shift rail which can be moved in a first direction to effect one speed ratio drive and in a second direction to effect another speed ratio drive. It is an Object of this invention to provide an improved motion translating mechanism capable of moving the transmission component in the first direction in response to one cycle of movement of said power member and of moving the transmission component in its second direction in response to a successive cycle of movement of the power member.

It is a further object of this invention to provide a motion translating mechanism which may be assembled as a self contained unit adapted to be installed as a unit in a motor vehicle transmission control system.

It is an additional object of the invention to provide a motion translating unit which when assembled has no slots or other large openings in its case through which dirt and Water may penetrate.

It is a further object of the invention to guide the motion of the moving parts of the motion translating mechanism by the respective engaging surfaces of the parts and thereby to eliminate any additional parts or slots for guiding the motion of these parts.

It is an additional object of the invention to provide means to alternately push a pair of fingers to produce rotation of a pivoted member supporting the fingers.

It is a further Object of the invention to locate the motion translating mechanism in the transmission housing and to Operatively associate the component parts of the mechanism with the transmission component parts.

The invention will be described herein in conjunction with a suggested transmission and clutch control apparatus as a typical application thereof although it is not intended that the invention be limited to the associated apparatus described therein.

In the drawings:

Fig. 1 is a longitudinal sectional elevation through the main clutch mechanism;

Fig. 2 is a vertical section of a transmission;

Fig. 3 is a sectional elevation of a portion of the mechanism carried by the transmission hous- Fig. 4 is a section on the line i-4 of Fig. 3;

Fig. 5 is a section on the line 5-5 of Fig. 3;

Fig. 6 is a side elevation of a portion of the apparatus shown in Fig. 3;

Fig. '7 is a section taken on the line 1-7 of Fig. 6;

Fig. 8 is a view similar to Fig. 7 but showing the motion translating mechanism in a different position; and

Fig. 9 is a diagrammatic view of a transmission and clutch control apparatus of which my invention forms a component part.

In a motor vehicle, the usual internal combustion engine having a crankshaft 2Q drives through fluid coupling 2 I and a conventional type of friction main clutch 22 through shaft 23 to a variable speed ratio transmission 24 from which the drive passes from the output shaft 25 to the vehicle rear wheels in the usual manner.

The engine crankshaft 20 carries the vaned fluid coupling impeller 26 which in the well known manner drives the vaned runner 2'! whence the drive passes through hub 28 to clutch driving member 29. This member then transmits the drive when clutch 2 2 is engaged as in Fig. 1, through driven member 38 to the transmission driving shaft 23 carrying the main drive pinion 32. A clutch pedal 33 controls clutch22 such that when the driver depresses this pedal yoke 34 and collar 35 are thrust forward to cause levers 36 to release the clutch driving pressure plate 3'! against springs 38 thereby releasing the drive between runner 21 and shaft 23. The primary function of the main clutch 22 is to enable shifts to be made manually or automatically in transmission 24. The relation of the fluid coupling to the control system is described in the cop-ending application, Serial No. 661,298 filed April 11, 1946 by C. A. Neracher et a1.

Referring to the transmission in Fig. 2 the main drive pinion 32 is in constant mesh with the gear 48 of the countershaft gear cluster mounted for rotation on the countershaft 4|. This gear cluster according to well known practice, comprises a low speed gear 42, a second speed gear 43, and a reverse gear 44 which is in constant mesh with the reverse idler gear 45. The transmission driven shaft 25 extends rearwardly to drive the ground wheels of the vehicle. The terms second speed and direct drive will be referred to herein for simplicity but it is to be understood that the invention is not so limited. Any change between a relatively slow speed drive and a relatively fast speed drive may be obtained by the control apparatus when associated with a corresponding change speed mechanism.

The driven shaft 25 has mounted thereon the low speed and reverse gear 41 splined to the driven shaft for selective meshing with the countershaft low speed gear 42 or the reverse idler gear 45 for respectively transmitting low speed drive to the driven shaft 25 or the drive thereto in a reverse direction. Freely rotatable on shaft 25 is the second speed gear 48 in constant mesh with the countershaft gear 43 for transmitting a second speed ratio drive. The gear 32 drivingly carries a set of circumferentially spaced external clutch teeth 49. In a similar manner the gear 48 drivingly carries a set of clutch teeth 59.

Splined on the shaft 25 adjacent the forward extremity thereof, is an axially shiftable collar or sleeve Blocker teeth rings 52 and 53 are carried by sleeve 5| and are provided with friction means (not shown) adapted to selectively cooperate with friction means provided with teeth 49 and 50. The blocker teeth rings 52 and 53 are adapted for slight rotation relative to sleeve 5| to facilitate synchronizing of gear speeds prior to clutching of shaft 25 through collar 5| with either gears 32 or 48 in a manner well known in the art.

The transmission is illustrated in its neutral position. To establish the direct or high speed driving connection between shafts 23 and 25, the collar 5| may be shifted axially to the left as viewed in Fig. 2 by the control means hereinafter described to engage the teeeth 49 drivingly connected to the gear 32 carried by the driving shaft 23. The collar is drivingly carried by the shaft 25. The second speed driving connection is established by similarly moving the collar 5| to the right as viewed in Fig. 2 to engage teeth 58 carried by gear 48. The first or low speed is obtained by moving gear 4? which is splined to driven shaft 25 forwardly in Fig. 2 into engagement with the countershaft low speed gear 42. The drive then occurs from shaft 23' through main drive pinion 52, countershaft gear 49, countershaft low speed gear 42, gear 41, and driven shaft 25. Reverse drive is obtained by engaging gear 4? with reverse idler gear 45. The transmission mechanism thus described is an embodiment conventionally employed in motor vehicles.

Transmission 2-! is provided with control means comprising selector cam 55 keyed to shaft 56 which is keyed to selector lever 57. Rotation of selector lever 57 rotates cam 55, the outward end of cam 55 is lifted by this movement (see Figs. 3 and 5). Control shaft 58 (Fig. 3) is rotatably mounted in the transmission housing. Cylindrical lever 59 surrounds shaft 58 and pin 50 mounted normally to the axis of the shaft fasten the lever to the shaft. Relative axial rotation is prevented by pin 50 but slight rotation of lever 59 on pin 69 is possible. Cylindrical lever 59 is provided with finger 5| adapted to penetrate the openings provided in forks 62 and 63 on shift rails 64 and 65. Spring 66 urges finger 6| to its downward position. Fork 62 engages collar 61 on low speed and reverse gear 41. Fork 63 engages collar 5| for selecting second or direct transmission drive. Gear shift fork guide rail 68 supports the weight of forks 62 and 53. As illustrated in Fig. 4, finger 6| is normally in engagement with the fork 53 on the second speed and direct drive shift rail.

In operation, finger 6| is lifted or lowered to select the fork 62 or 63 which finger 8| is to move. Rotation of shaft 58, cylindrical lever 59, and finger 8| move the selected shift rail, fork, and collar to the left or right in Fig. 2 depending upon the direction of rotation of shaft 58. Lever 69 is provided and keyed to shaft 58 to rotate the latter.

Manual means are provided in the apparatus illustrated in Fig. 9 for the operation of the clutch and control of the transmission speed ratio drive. The clutch pedal 33 is rotatably mounted at 10 on a shaft, not shown. An extension 33' of clutch pedal 33' depends below rotatable mounting 10 and has fixed thereto a pin A torque shaft 12 has one end thereof rotatably mounted on the vehicle frame, and the other end rotatably mounted adjacent the engine block, not shown, in a manner well known in the art. A lever 11 keyed to shaft I2 is provided with depending arm 18. A rod 79 operatively connects arm 18 with pin 7|. A slot 88 provided in rod 19 permits relative movement in one direction between rod 79 and pin The upper end of lever 11 may be operatively associated with the usual overcenter clutch spring. A lever is is keyed to torque shaft 72. A rod 15 connects lever 15 with clutch throwout fork 16. Clutch throwout fork 18 engages collar 34. It will thus be seen that depression of clutch pedal 33 rotates extension 38 about rotatable mounting l8 and through pin H retracts rod 13 and rotates arm 18, shaft 12 and lever 13, to push rod 15 and rotate clutch throwout fork 16 thereby moving collar 34 and disengaging the clutch 22.

A manual shift control rod 82 is shown in Fig. 9 as associated with the steering column housing 83. The manual shift control rod 82 is slidably mounted in brackets, not shown, and adapted for both axial and rotary movement. As is usual in the art, the axial movement is adapted to select the transmission shift rail 64 or 55 which is to be moved by finger 6| (Fig. 4), and rotation of the shift control rod 82 slides the shift rail in one of two directions (depending upon the direction of rod rotation) through the rotation of shaft 58 (Fig. 3) as described above. This effects the desired transmission speed ratio drive connection. A pair of spaced circumferential collars 85 and 85 located adjacent the base of rod 82 receive therebetween the end of a lever 87 which is rotatably mounted on the steering column housing 83. A rod 88 connects lever 8'! with transmission selector lever 57. Axial movement of rod 82 is transmitted through this linkage to the selector lever 51.

An arm 9| is keyed to rod 82. A depending rod 92 connects arm 9| with a rotatable lever 93 mounted at 94. An arm 95 of lever 93 is con nected to transmission shift lever 69 through rod 96. Rotation of rod. 82 through the linkage 5 just described rotates: shift lever 09: and shaft 58 (Fig. 3) for manual transmissioncontrol.

Automatic means for controlling both the clutch and the transmission have been superimposed on the manual means described above. Referring to Fig. 9 an airtight housing I06 containing a cylinder II has tubular connections I08- and I08 with the engine intake manifold. A solenoid valve I03 is adapted to'selectively open and close this connection and vent cylinder I01. A piston H0 is slidably mounted in cylinder I01 and a spring II I acting on piston I I0. and reacting on housing I06 urges piston I I0 to one end of cylinder I01. Manifold low pressure or vacuum as it is commonly referred to, overcomes spring III when valve I09. is: open. Piston rod II2. connects the piston I I0 with an arm I I3 carried by a collar Il 4'rotatably mounted on torque shaft I2. The lever I'I previously referred to is provided with a pin I I5 which is adapted to be engaged by the arm I:I3. when the latter is rotated in a counter-clockwise direction. When cylinder I0I is connected with the. manifold through valve I00 and tubular passage I08, piston H0 is moved to the left in Fig. 9 and piston rod I I2 rotates arm I I3 in a counterclockwise direction. Arm II3 engages and carries therewith the pin I I5 associated with lever 11 thereby rotating the lever. The lever 11 is keyed to the torque shaft I2 and the torque shaft I2 is thus rotated. Rotation of the shaft I2 rotates the lever I3 keyed thereto which pushes rod I5, rotates clutch throwout fork I6, and disengages the clutch 22. The rotation of the lever TI and depending arm I8 in this counterclockwise direction does not cause a depression of the clutch pedal 33 because of the cooperation of the slot 80 in rod I9 and the pin II. This pin and slot combination permits movement of rod T9 to" the right in Fig. 9 without an accompanying depression of clutch pedal 33. When valve I09 disconnects cylinder I0I' from the manifold and vents the cylinder, spring III returns the parts described to their original position permitting the clutch to reengage.

The movement of piston H0 also affects changes. in transmission speed ratio drive by the movement of transmission collar 5| illustrated in Fig. 2'. The automatic apparatus herein effects changes of speed ratio drive between a relatively slow drive of the driven wheels and a relatively fast drive or between second and direct drive as particularly described in relation to the Fig. 2 transmission. The torque shaft I2 is provided with the collar II4 which is rotatably mounted thereon. An arm II! is carried by col.- lar II4.

The arm I I1 is designed to actuate a motion translating device to be referred to herein as an alternator and generally designated by the numeral IIB. Alternator H8 is adapted to translate successive counterclockwise rotations of arm II! to alternate counterclockwise and clockwise rotations of transmission shaft 58 (Fig. 3). Referring to the alternator in Figs. 3, 6, '7 and 8 a housing I I9 is secured to the transmission at the lower end of shaft 58. A pair of fingers I2I and I22 are rotatably mounted on a lever 123 on opposite ends thereof. The central portion of lever I23 is keyed to control shaft 58 previously referred to herein. Alever I00 is keyed to a shaft IOI outside of the alternator housing I19. A rod I 0?. operativelyconnects the lever I00 to the torque shaft arm III. A spring I28 and dashpot I21 may be associated with rod I02 and lever I00 as shown in Fig. 9 They cooperate to cushion the 6 alternator and transmission apparatus fromgsudden movement of the-piston IIO. The lever I00 and shaft II are thus rotated about in response to movement of the piston [I0 in the vacuum cylinder. A lever I03 is keyed to shaft IOI inside of the housing H9. The fingers I21 and I22 are each provided with a recessed or hook portion 30 adapted to receive a pin or abutment 91 which is carried by the. outer portion of lever I 03. In normal operation the pin 91 moves between the fingers I2I and I 22. Thus rotation of the lever I03 in a counterclockwise direction from the dotted line positions illustrated in Figs. 7 and 8 will cause pin 9"! to engage and pull one of the fingers to the right as viewed in Figs. 7 and 8 to thereby rotate lever I23 and shaft 58. The direction of rotation of shaft 58 will be dependent upon whether finger I2I or I22 was moved by pin 91. Rotation of shaft 58 will shift rail '65 by means of finger BI (Figs. 3, 4 and 5). The direction of movement of the rail will determine whether Znd'speed drive or direct drive is obtained in the transmission. Rotation of lever I03 in a clockwise direction in Figs. '7 and 8 is always us'ed to index the lever I03 relative to the fingers HI and I 22. The next succeeding counterclockwise movement of lever I03 will pull the other finger and reverse the rotation of shaft 58 thereby effecting a change in the transmission speed ratio drive. Movement of piston IIO under the influence of vacuum causes the counterclockwise rotation of lever I03 and the spring return of piston IIO causes the clockwise rotation of lever I03. A spring I04 has one end thereof connected to finger I22 and the other end thereof connected to a pin provided in housing II9. Spring I04 serves to bias the alternator so that if the engine stalls before a shift is com pleted the finger I2I will be positioned for en gagement by the pin 91 when the next movement of piston H0 under the influence of vacuum occurs. For example, if the engine stalls when the two fingers are symmetrically disposed with the hooks 96 located one above the other when the spring III returns the piston and arm I03 due to the absence of manifold vacuum the spring I04 serves a useful purpose. In the absence of a spring I04 the abutment 91 would pick up either finger on its next counterclockwise movement depending upon which hook 96 happened to lie in its path. The spring I04 urges the fingers I2I and I22 downward as a unit in Fig. '7 so that it is always the hook 96 of finger I2l which is in the path. This assures that after vacuum is reestablished the abutment 91 will engage finger IZI and place the transmission in second speed drive. This assures that under these circumstances the vehicle will start in second speed drive. The fact that the pin 97 is retained between the fingers at all times assures that the fingers will not be moved out of operative relation with the pin 91 when manual shifts are made by the operator. An abutment in the form of a pin 99 may be provided to limit the rotation of lever I03 in a clockwise direction in Figs? and 8. This retains the pin 0! between the fingers. A spring I24 urges the fingers together.

When the finger I2 I is moving to the left from its Fig. 8 position the upper surface of finger I22 will guide the finger I2I in its movement to the left so that it will not obstruct the movement of pin 91 and finger I22 to the right. When the finger I22 is being moved to the left from its Fig. 7 position by pin 91 the lowersurface of finger I2I will guide the movement of finger I22 so that it will not obstruct the movement of pin 91 and finger I2I to the right. Each finger is provided with an inner intermediate edge which serves as a cam surface in two respects. First when the pin 91 is moving in a clockwise direction free of both hooks 96 the spring I24 causes the pin 91 to ride along this cam surface on the finger which happens to be extended furthest to the right. In Fig. 7 it is finger I22 and the pin 91 thus determines the degree of rotation relative to lever I 23 which the finger may assume. Secondly when the pin 91 completes its clockwise movement and the hook of the other finger I2I drops behind it as shown in Fig. 7 the hook thereof abuts the inner edge of finger I22 to position finger I2I in the path of pin 91 preparatory to the next coun terclockwise movement thereof.

The shafts 58 and NH which penetrate the housing may be sealed against the entrance of dirt and moisture.

Reference may be had to my copending application, Serial No. 698,504, to copending applications, Serial Nos. 687,247 and 687,248 of Otto W. Schotz and to copending application, Serial No. 694,084 of Carl A. Neracher for illustrations of systems employing an alternator mechanism in the shift control linkage. However, in these systems the alternator is located as a separate unit in the system. One novel feature of this invention is the incorporation of the alternator in the transmission housing and operatively associating its components with the transmission components as illustrated and described herein.

Means to control the actuation of the piston H is illustrated in Fig. 9. A grounded source I60 of electric energy is connected through ignition switch I6I to a switch I30 by electrical conductor I62. Switch I30 is adapted to provide a selection between manual or automatic operation of the transmission and may be placed on the dash or other location convenient to manipulation by the driver of the vehicle. Electrical line I63 connects switch I30 with a switch I66 adapted to be closed when the throttle is substantially closed. Line I65 connects switch I64 with a two-way shift rail switch I66 having a finger thereon (not shown) adapted to be engaged by abutments on the transmission shift rail 65. Reference may be had to the copending application of Carl A. Neracher, Serial No.

694,084 for a more complete description thereof. A first circuit in switch I66 is disconnected and a second circuit is connected when the shift rail has completed its movement. This switch movement alternates with each transmission speed ratio change of the shift rail 65. A vehicle speed responsive governor I69 has one outlet terminal I10 and two inlet terminals.I1I and I12 and is adapted to connect the outlet terminal with one inlet terminal below a predetermined speed and with the other inlet terminal above the predetermined speed. Each inlet terminal is connected to one of the circuits referred to for switch I 66. Line I13 connects governor terminal I10 with solenoid valve I09 in manifold line I08. Line I14 grounds the circuit. Valve I 09 is adapted to connect cylinder I01 with the manifold line I08 when energized and to close line I 08 and vent cylinder I01 to atmosphere when not energized.

In the operation of the apparatus thus far described when the driver closes switch I30 to select automatic drive and then closes the switch I64 by manipulation of the usual accelerator pedal I61 to a throttle closed position above a predetermined vehicle speed, valve I09 is energized to admit vacuum to cylinder I01. Piston H0 is moved to the left in Fig. 9 and clutch 22 is disengaged through the linkage H2, H3, H5, lever 18, shaft 12, arm 13, rod 15, and clutch throwout fork 16. This motion of the piston also causes a delayed movement of transmission finger 6| and shift rail 65 through arm H3, collar H4, arm II1, rod I02, spring I28, arm I00, the alternator mechanism H8 and shaft 58. The change in speed ratio drive caused by moving shift finger 6| moves the shift rail 65 which breaks the circuit at switch I66 thereby deenergizing solenoid valve I09 and permitting spring I I I to move piston I I0 to the right in Fig. 9 permitting the clutch to reengage. The switch I66 is now connected with its other circuit and a complete electrical circuit will be made when the governor I69 connects the outlet terminal I10 with the other inlet terminal below a predetermined vehicle speed and the driver closes the throttle switch I64 by releasing accelerator pedal I61. The electrical circuit then being complete the solenoid valve I09 is energized and the piston H0 again moved to the left in Fig. 9 to repeat the process. The alternator mechanism will this time move the transmission shift finger 6I in the reverse direction from that previously experienced. The shift rail 65 will be moved and the collar 5| moved to cause a second speed drive in the Fig. 2 transmission.

In order that the driver cannot open switch I64 before the shift has been completed a resilient connection may be incorporated in the throttle linkage. Reference may be had to the copending application, Serial No. 687,248 of Otto W. Schotz for a description thereof. This device has been generally designated by the numeral I32 in Fig. 9 of the drawings.

I claim:

1. In a motor vehicle a variable speed transmission, a movable element associated with said transmission and adapted to effect a first speed ratio drive when moved in a first direction and to effect a second speed ratio drive when moved in a second direction, a movable member, a first means to move said member through a predetermined cycle including movement in a first direction and return in response to selected vehicle operating conditions, a second means to cause successive cycles of movement of said member to alternately move said element in said first direction and in said second direction, said second means comprising a lever fulcrumed at its intermediate portion, a first finger element rotatably mounted on said lever on one side of said fulcrum and having a hook shaped end portion, a second finger element rotatably mounted on said lever on the other side of said fulcrum and having a hook shaped end portion, an abutment carried by said movable member and adapted to be received by the hook of the end portion of said first finger to provide an operable connection between said first finger and said movable member during movement of said movable member in its first direction to thereby move said lever and said movable element in a first direction to effect said first speed ratio drive and to provide a releasable connection as said member returns, said abutment cooperating with the hook of the end portion of said second finger element to provide an operable connection between said second finger and said movable member during the next successive movement of said movable member in its first direction and to pro vide a releasable connection as said member returns, spring means urging said fingers together and each of said hooks having a predetermined external contour adapted to serve as a cam integral with the finger to engage the other finger and guide the relative movements thereof to prevent one of said fingers from obstructing the other when being moved by said abutment.

2. In a motor vehicle a variable speed transmission, a movable element associated with said transmission and adapted to effect a first speed ratio drive when moved in a first direction and to efiect a second speed ratio drive when moved in a second direction, a movable member, a first means to move said member through a prede termined cycle including movement in a, first direction and return in response to selected vehicle operating conditions, a second means to cause successive cycles of movement of said member to alternately move said element in said first direction and in said second direction, said second means comprising a lever fulcrumed at its intermediate portion, a first finger element rotatably mounted on said lever on one side of said fulcrum and having a hook shaped end portion,

a a second finger element rotatably mounted on said lever on the other side of said fulcrum and having a hook shaped end portion, an abutment carried by said movable member and adapted to be received by the hook of the end portion of said first finger to provide an operable connection between said first finger and said movable member during movement of said'movable memher in its first direction to thereby move said lever and said movable element in a first direction to effect said first speed ratio drive and to provide a releasable connection as said member returns, said abutment cooperating with the hook of the end portion of said second finger element to provide an operable connection between said second finger and said movable member during the next successive movement of said movable member in its first direction and to provide a releasable connection as said member returns, spring means urging said fingers together and each of said finger elements having a elongated intermediate cam surface formed integrally therewith and adapted to selectively engage said abutment under the influence of said spring means during the return movement of the abutment from cooperation with the hook of that respective finger to thereby control the position of the finger which has just been moved in said first direction, said cam surface being so proportioned as to be engaged by the hook of the other finger under the influence of said spring means upon the completion of the return movement of said abutment to thereby position said last mentioned hook for subsequent engagement by said abutment during its next successive cycle.

3. An alternator mechanism adapted to be used in the transmission operating mechanism of an automotive vehicle including, as a compact unit, a support plate, an input crank member pivotally mounted on one side of said plate and extending in a plane parallel or substantially parallel to the plane of the plate, an output crank member also pivotally mounted on the aforementioned side of the support plate and extending in a plane parallel or substantially parallel to the plane of the plate, a walking beam operatively connected to the output member and positioned on the opposite side of the plate, a first alternator leg pivotally connected to one end of the walking beam, a second alternator leg pivotally connected to the other end of the walking beam; and means operably connected to the input member and alternately operatively connected first with one alternator leg and then the other and operable, with an operation of the input'member, to effect a reciprocatory angular movement of the walking beam and the output member connected thereto.

MAURICE C. ROBINSON.

REFERENKJES CITED The following references are or record in the file of this patent:

UNITED STATES PATENTS l lumber Name Date 501,880 Fraser July 18, 1893 1,773,216 Campbell Aug. 19, 1930 2,208,823 Adams July 23, 1940 2,327,063 Randol Aug. 17, 1943 FOREIGN PATENTS Number Country Date 387,311 Great Britain Jan. 1, 1933 

